USU - Introduction DA 40 AFM flight manual.pdfDA 40 AFM Introduction Doc. # 6.01.01-E Rev. 8...
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Transcript of USU - Introduction DA 40 AFM flight manual.pdfDA 40 AFM Introduction Doc. # 6.01.01-E Rev. 8...
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Introduction DA 40 AFM
Page 0 - 0 Revision 6 15-Sep-2004 Doc. # 6.01.01-E
FOREWORD
We congratulate you on the acquisition of your new DIAMOND STAR.
Skillful operation of an airplane increases both safety and the enjoyment of flying. Pleasetake the time therefore, to familiarize yourself with your new DIAMOND STAR.
This airplane may only be operated in accordance with the procedures and operatinglimitations of this Airplane Flight Manual.
Before this airplane is operated for the first time, the pilot must familiarize himself withthe complete contents of this Airplane Flight Manual.
In the event that you have obtained your DIAMOND STAR second-hand, please let usknow your address, so that we can supply you with the publications necessary for thesafe operation of your airplane.
This document is protected by copyright. All associated rights, in particular those oftranslation, reprinting, radio transmission, reproduction by photo-mechanical or similarmeans and storing in data processing facilities, in whole or part, are reserved.
Copyright © by: DIAMOND AIRCRAFT INDUSTRIES GMBHN.A. Otto-Strasse 5A-2700 Wiener Neustadt, AustriaPhone. : +43-2622-26700Fax : +43-2622-26780E-Mail : [email protected]
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DA 40 AFM Introduction
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 0 - 1
0.1 APPROVAL%
The content of approved chapters is approved by EASA. All other content is approved%by DAI under the authority of EASA DOA No. EASA.21J.052 in accordance with Part 21.%
0.2 RECORD OF REVISIONS
All revisions of this manual, with the exception of -
C Temporary Revisions, C updates of the modification level (Section 1.1), C updated mass and balance information (Section 6.3), C updates of the Equipment Inventory (Section 6.5), and C updates of the List of Supplements (Section 9.2) must be recorded in the following table. %
The new or amended text is indicated by a vertical black line at the left hand side of therevised page, with the revision number and date appearing at the bottom of the page.
NOTEIf pages are revised which contain information valid for yourparticular serial number (modification level of the airplane,weighing data, Equipment Inventory, List of Supplements),then this information must be transferred to the new pagesin hand-writing.
Temporary Revisions, if applicable, are inserted into this manual. Temporary Revisionsare used to provide information on systems or equipment until the next 'permanent'Revision of the Airplane Flight Manual. When a 'permanent' Revision covers a Mandatoryor Optional Design Change Advisory (MÄM or OÄM), then the corresponding TemporaryRevision is superseded. For example: Revision 5 covers OÄM-40-061, therefore theTemporary Revision TR-OÄM-40-061 is superseded by the 'permanent' Revision 5.
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Introduction DA 40 AFM
Page 0 - 2 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
Rev.No.
ReasonChapte
rPage(s)
Date ofRevision
ApprovalDate of
ApprovalDate Inserted Signature
1 corrections all all 26-Sep-2000
[approved byIng. AndreasWinkler for
ACG]
09-Oct-2000
2
OÄM 40-060(White Wire
optional)
OÄM 40-068(Essential Bus)
OÄM 40-073(LASARoptional)
corrections
0 0-2, 0-4 thru 0-7
19-Dec-2000
approved byIng. AndreasWinkler for
ACG]
25-Jan-2001
1 1-16
22-1, 2-7 thru 2-9,
2-13 thru 2-19
33-7, 3-8, 3-19,
3-20, 3-25, 3-26
4A4A-3 thru 4A-8,4A-14, 4A-15
4B 4B-4 thru 4B-6
66-1, 6-2,
6-12 thru 6-14
77-1, 7-8, 7-14,7-28 thru 7-38
3
OÄM 40-064(Night VFR)
OÄM 40-069(control surf.
gust lock)
OÄM 40-070(tow bar)
corrections
0 0-2 thru 0-7
05-Feb-2001
[approved byIng. AndreasWinkler for
ACG]
02 Jul 2001
1 1-2
22-1, 2-8, 2-9, 2-12,
2-15 thru 2-20
3 3-1, 3-25 thru 3-27
4A4A-1,
4A-8 thru 4A-31
5 5-7, 5-14, 5-16
66-7, 6-9,
6-12 thru 6-14
7 7-32, 7-35, 7-36
8 8-1 thru 8-9
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DA 40 AFM Introduction
Rev.No.
ReasonChapte
rPage(s)
Date ofRevision
ApprovalDate of
ApprovalDate Inserted Signature
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 0 - 3
4
OÄM 40-067(IFR)
corrections
all all 09 Apr 2001
[approved byIng. AndreasWinkler for
ACG]
02 Jul 2001
5
OÄM 40-061(KAP 140autopilot)
OÄM 40-073(SlickSTART)
OÄM 40-081(door lock)
OÄM 40-085(KX 155A
as COM 1)
OÄM's 40-092thru 40-094
(MikrotechnaASI, altimeter,
VSI)
MÄM 40-039/a(VM 1000)
MÄM 40-048(RH emerg.
window)
corrections
0 0-1 thru 0-8
09 Sep 2001
[approved byIng. AndreasWinkler for
ACG]
09 Sep 2001
1 1-2, 1-5, 1-14
22-1, 2-16, 2-22,
2-23, 2-24
33-13, 3-18, 3-22,3-23, 3-24, 3-31,
3-36
4A4A-8, 4A-10, 4A-22,
4A-23, 4A-26
4B 4B-1, 4B-8
6 6-5, 6-8 thru 6-17
77-13, 7-14, 7-33,
7-35
8 8-10
9 9-3, 9-4, 9-5
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Introduction DA 40 AFM
Page 0 - 4 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
Rev.No. Reason Chapter Page(s)
Date ofRevision
EASA Approv-al No.
ACGCompliance
DateInserted Signature
6type certifi-
cation in China0 0-0, 0-5, 0-6 15 Sep 2004 2004-12326
[Ing. AndreasWinkler for
ACG]
7
MÄM-40--047, -069,-075, -078,-096, -099,-123e, -133,-141, -174,
-175;
OÄM-40--063/b, -071/c,
-077, -078,-080, -083/a,-090, -091,-097, -098,-103, -104,-105, -106,-111, -112,-114, -115,
-117, -117/a,-119, -120,-121, -122,-124, -127,-128, -138,-140, -154,-165, -167,-168, -179,-181, -183,-185, -186,-190, -198,-200, -206,-237, 250/a;
RÄM-40--014;
corrections;
double-sidedlayout
all all except coverpage 15 Jul 2006
Revision No. 7%of the AFM %
Doc. No.%6.01.01-E is%
approved%under the%
authority of%DOA No.%
EASA.21J.052 %
[11 Aug 2006Dipl.-Ing.
(FH)ManfredReichelfor DAI]
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DA 40 AFM Introduction
Rev.No. Reason Chapter Page(s)
Date ofRevision
EASA Approv-al No.
ACGCompliance
DateInserted Signature
Doc. # 6.01.01-E Rev. 9% 31-Jan-2014% Page 0 - 5
8
MÄM-40--176, -227/a,-313, -344,
-360/a, -378,-401, -415,-428, -446;
OÄM-40--217, -251,-253/b, 258,-267, -277/a,-279, 283/a,-284, -289,-326, -327;
corrections
allall except cover
page01 Dec 2010
Revision No. 8of the AFMDoc. No.
6.01.01-E isapprovedunder the
authority ofDOA No.
EASA.21J.052
%%%
9%
MÄM 40-%-580, -617,%OÄM 40-%
-252, -362, %-369, -371%
0, 1, 2,%3, 4A, 6,%
7%
0-5, 0-6, 0-7, 0-8, %0-9, 0-11, 0-12, %
0-13, 1-3, 1-7, 2-22,%2-25, 3-29, 4A-11,%4A-12, 4A-22 thru%
4A-24, 4A-34, %4A-35, 6-17 thru %
6-34, 7-1, 7.2, 7-15%thru 7-58%
31 Jan 2014%
Revision No. 9%of the AFM%Doc. No.%
6.01.01-E is%approved%under the%
authority of%DOA No.%
EASA.21J.052%
%%%
%%%%%%%%%
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Introduction DA 40 AFM
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0.3 LIST OF EFFECTIVE PAGES
Ch. Page Date0 0-0 15-Sep-2004
0-0a 15-Sep-2004
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Ch. Page Date2 appr. 2-1 01-Dec-2010
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Ch. Page Date4B 4B-1 01-Dec-2010
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Introduction DA 40 AFM
Page 0 - 14 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
0.4 TABLE OF CONTENTS
ChapterGENERAL
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATING LIMITATIONS(an approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
EMERGENCY PROCEDURES(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
NORMAL OPERATING PROCEDURES(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A
ABNORMAL OPERATING PROCEDURES(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B
PERFORMANCE(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
MASS AND BALANCE / EQUIPMENT LIST(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIRPLANE HANDLING, CARE AND MAINTENANCE(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
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DA 40 AFM General
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 1 - 1
CHAPTER 1GENERAL
Page
1.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21.2 CERTIFICATION BASIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51.3 WARNINGS, CAUTIONS AND NOTES . . . . . . . . . . . . . . . . . . . . . . 1-51.4 DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61.5 DEFINITIONS AND ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . 1-81.6 UNITS OF MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
1.6.1 CONVERSION FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-181.6.2 CONVERSION CHART LITERS / US GALLONS . . . . . . . . . 1-20
1.7 THREE-VIEW DRAWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-211.8 SOURCE DOCUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
1.8.1 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-221.8.2 PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-231.8.3 ENGINE INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-231.8.4 IGNITION CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
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General DA 40 AFM
Page 1 - 2 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
1.1 INTRODUCTION
This Airplane Flight Manual has been prepared in order to provide pilots and instructorswith all the information required for the safe and efficient operation of the airplane.
The Airplane Flight Manual includes all the data which must be made available to the pilotaccording to the JAR-23 requirement. Beyond this, it contains further data and operatinginstructions which, in the manufacturer’s opinion, could be of value to the pilot.
This Airplane Flight Manual is valid for all serial numbers. Equipment and modificationlevel (design details) of the airplane may vary from serial number to serial number.Therefore, some of the information contained in this manual is applicable depending onthe respective equipment and modification level. The exact equipment of your serialnumber is recorded in the Equipment Inventory in Section 6.5. The modification level isrecorded in the following table (as far as necessary for this manual).
Modification Source Installed
RH Emergency Window MÄM 40-048 9 yes 9 no
Modified MLG Strut MÄM 40-123/e 9 yes 9 no
1200 kg Maximum Take-Off Mass% MÄM 40-227% 9 yes% 9 no%
Autopilot OÄM 40-061 9 yes 9 no
Tow-Plane Operation OÄM 40-063/b 9 yes 9 no
Emergency Switch OÄM 40-067 9 yes 9 no
Essential Bus OÄM 40-068 9 yes 9 no
Long Range Tank OÄM 40-071/b 9 yes 9 no
Alternate Static Valve OÄM 40-072 9 yes 9 no
SlickSTART Ignition System OÄM 40-073 9 yes 9 no
MT P-420-10 Governor% OÄM 40-077% 9 yes% 9 no%
Operation with Winter Kit OÄM 40-078 9 yes 9 no
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DA 40 AFM General
Modification Source Installed
Doc. # 6.01.01-E Rev. 9% 31-Jan-2014% Page 1 - 3
Door Locking System OÄM 40-081 9 yes 9 no
NLG Speedkit OÄM 40-105 9 yes 9 no
MLG Speedkit OÄM 40-106 9 yes 9 no
Essential Tie Relay Bypass OÄM 40-126 9 yes 9 no
Baggage ExtensionBaggage Tray*
OÄM 40-163OÄM 40-164
9 yes9 yes
9 no9 no
Winter Baffle Fresh Air Inlet OÄM 40-183 9 yes 9 no
Nose Landing Gear Tie-Down OÄM 40-200 9 yes 9 no
Electrical Rudder Pedal Adjustment OÄM 40-251 9 yes 9 no
Front Seats with Adjustable Backrest% OÄM 40-252% 9 yes% 9 no%
CO Monitor OÄM 40-253 9 yes 9 no
Autopilot Static Source OÄM 40-267 9 yes 9 no
Tall Main Landing Gear OÄM 40-283 9 yes 9 no
ELT Artex ME 406 ‘ACE’ OÄM 40-284 9 yes 9 no
MT P-860-23 Governor OÄM 40-289 9 yes 9 no
Emergency Axe OÄM 40-326 9 yes 9 no
*For installation of the Baggage Tray the Baggage Extension must be installed.
This Airplane Flight Manual must be kept on board the airplane at all times. Its designatedplace is the side bag of the forward left seat.
This Airplane Flight Manual constitutes an FAA Approved Airplane Flight Manual forUS registered airplanes in accordance with FAA regulation 14 CFR, Part 21.29.
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CAUTIONThe DA 40 is a single engine airplane. When the operatinglimitations and maintenance requirements are complied with,it has the high degree of reliability which is required by thecertification basis. Nevertheless, an engine failure is notcompletely impossible. For this reason, flights during thenight, on top, under instrument meteorological conditions(IMC), or above terrain which is unsuitable for a landing,constitute a risk. It is therefore highly recommended to selectflight times and flight routes such that this risk is minimized.
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1.2 CERTIFICATION BASIS
This airplane has been type certified in accordance with the JAA JC/VP procedure. Thecertification basis is JAR-23, published on 11-Mar-1994.
1.3 WARNINGS, CAUTIONS AND NOTES
Special statements in the Airplane Flight Manual concerning the safety or operation ofthe airplane are highlighted by being prefixed by one of the following terms:
WARNINGmeans that the non-observation of the correspondingprocedure leads to an immediate or important degradationin flight safety.
CAUTIONmeans that the non-observation of the correspondingprocedure leads to a minor or to a more or less long termdegradation in flight safety.
NOTEdraws the attention to any special item not directly related tosafety but which is important or unusual.
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General DA 40 AFM
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1.4 DIMENSIONS
Overall Dimensions
Span : appr. 11.94 m appr. 39 ft 2 inLength : appr. 8.01 m appr. 26 ft 3 inHeight : appr. 1.97 m appr. 6 ft 6 in
Wing
Airfoil : Wortmann FX 63-137/20 - W4Wing Area : appr. 13.54 m² appr. 145.7 sq.ft.Mean aerodynamicchord (MAC) : appr. 1.121 m appr. 3 ft 8.1 inAspect ratio : appr. 10.53Dihedral : appr. 5°Leading edge sweep : appr. 1°
Aileron
Area (total, left + right) : appr. 0.654 m² appr. 7.0 sq.ft.
Wing Flaps
Area (total, left + right) : appr. 1.56 m² appr. 16.8 sq.ft.
Horizontal Tail
Area : appr. 2.34 m2 appr. 25.2 sq.ft.Elevator area : appr. 0.665 m² appr. 7.2 sq.ft.Angle of incidence : appr. -3.0° relative to longitudinal axis of airplane
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Vertical Tail
Area : appr. 1.60 m² appr. 17.2 sq.ft.Rudder area : appr. 0.47 m² appr. 5.1 sq.ft.
Landing Gear
Track : appr. 2.97 m appr. 9 ft 9 inWheelbase : appr. 1.68 m appr. 5 ft 6 in
Nose wheel : 5.00-5; 6 PR, 120 mph
Main wheel : (a) 6.00-6; 6 PR, 120 mph in combination with any MLG strut
(b) 6.00-6; 8 PR, 120 mph in combination with any%MLG strut%
(c) 15 x 6.0-6; 6 PR, 160 mph%(OÄM 40-124; only in combination with the %“thin”/”18 mm” [MÄM 40-123] or the “tall”%[OÄM 40-283] MLG strut)%
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1.5 DEFINITIONS AND ABBREVIATIONS
(a) Airspeeds
CAS: Calibrated Airspeed. Indicated airspeed, corrected for installation andinstrument errors. CAS equals TAS at standard atmospheric conditions at MSL.
IAS: Indicated Airspeed as shown on an airspeed indicator.
KCAS: CAS in knots.
KIAS: IAS in knots.
TAS: True Airspeed. The speed of the airplane relative to the air. TAS is CAScorrected for errors due to altitude and temperature.
vA: Maneuvering Speed. Full or abrupt control surface movement is not permissibleabove this speed.
vFE: Max. Flaps Extended Speed. This speed must not be exceeded with the givenflap setting.
vNE: Never Exceed Speed in smooth air. This speed must not be exceeded in anyoperation.
vNO Maximum Structural Cruising Speed. This speed may be exceeded only insmooth air, and then only with caution.
vS: Stalling Speed, or the minimum continuous speed at which the airplane is stillcontrollable in the given configuration.
vS0: Stalling Speed, or the minimum continuous speed at which the airplane is stillcontrollable in the landing configuration.
vx: Best Angle-of-Climb Speed.
vy: Best Rate-of-Climb Speed.
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(b) Meteorological Terms
ISA: International Standard Atmosphere. Conditions at which air isidentified as an ideal dry gas. The temperature at mean sea level is15 EC (59 °F), air pressure at MSL is 1013.25 hPa (29.92 inHg); thetemperature gradient up to the altitude at which the temperaturereaches -56.5 EC (-69.7 °F) is -0.0065 EC/m (-0.00357 °F/ft), andabove this 0 EC/m (0 °F/ft).
MSL: Mean Sea Level.
OAT: Outside Air Temperature.
QNH: Theoretical atmospheric pressure at MSL, calculated from theelevation of the measuring point above MSL and the actualatmospheric pressure at the measuring point.
Indicated Pressure Altitude:Altitude reading with altimeter set to 1013.25 hPa (29.92 inHg).
Pressure Altitude: Altitude above MSL, indicated by a barometric altimeter which is setto 1013.25 hPa (29.92 inHg). The Pressure Altitude is the IndicatedPressure Altitude corrected for installation and instrument errors.
In this Airplane Flight Manual altimeter instrument errors are regardedas zero.
Density Altitude: Altitude in ISA conditions at which the air density is equal to thecurrent air density.
Wind: The wind speeds which are shown as variables in the diagrams inthis manual should be regarded as headwind or downwindcomponents of the measured wind.
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(c) Flight Performance and Flight Planning
Demonstrated Crosswind Component:The speed of the crosswind component at which adequatemaneuverability for take-off and landing has been demonstrated duringtype certification.
MET: Weather, weather advice.
NAV: Navigation, route planning.
(d) Mass and Balance (M&B, W&B)
DP: Datum Plane; an imaginary vertical plane from which all horizontaldistances for center of gravity calculations are measured.
Moment Arm: The horizontal distance from the Datum Plane to the Center of Gravityof a component.
Moment: The mass of a component multiplied by its moment arm.
CG: Center of Gravity, also called 'center of mass'. Imaginary point in whichthe airplane mass is assumed to be concentrated for mass and balancecalculations. Its distance from the Datum Plane is equal to the Centerof Gravity Moment Arm.
Center of Gravity Moment Arm:The Moment Arm which is obtained if one divides the sum of the individualmoments of the airplane by its total mass.
Center of Gravity Limits:The Center of Gravity range within which the airplane, at a given mass,must be operated.
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Usable Fuel: The quantity of fuel available for flight planning.
Unusable Fuel: The quantity of fuel remaining in the tank which cannot be used for flight.
Empty Mass: The mass of the airplane including unusable fuel, all operatingconsumables and the maximum quantity of oil.
Useful Load: The difference between take-off mass and empty mass.
Maximum Take-off Mass:The maximum permissible mass for take-off.
Maximum Landing Mass:The highest mass for landing conditions at the maximum descent velocity.This velocity was used in the strength calculations to determine thelanding gear loads during a particularly hard landing.
(e) Engine
Take-off Power:Maximum permissible engine output power for take-off.
Maximum Continuous Power:Maximum permissible engine output power used continuously duringflight.
CHT: Cylinder Head Temperature.
EGT: Exhaust Gas Temperature.
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(f) Designation of the Circuit Breakers on the Instrument Panel
Asymmetric Instrument Panel (Circuit Breakers Right Hand)
AVIONICS:
ADF Automatic Direction FinderAUDIO Audio Panel / IntercomAUTOPILOT AutopilotAVIONIC BUS Avionic BusDME Distance Measuring EquipmentESSENTIAL AVIONIC Essential Avionic BusGPS Global Positioning SystemGPS2 Global Positioning System #2NAV/COM1 Navigation/Communication #1NAV/COM2 Navigation/Communication #2STRIKE Strike FinderXPDR Transponder
ENGINE:
IGNITION IgnitionINST. 1 Engine Instrument VM 1000START Starter
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LIGHTING:
FLOOD Flood LightINST. Instrument LightsLANDING Landing LightPOSITION Position LightsSTROBE Strobe Light (=Anti Collision Light = ACL)TAXI/MAP Taxi Light/Map Light
SYSTEMS:
ANNUN. Annunciator PanelDG Directional GyroFAN/OAT Fan/Outside Air Temperature IndicatorFLAPS FlapsFUEL PUMP Fuel PumpHORIZON Artificial Horizon (Attitude Gyro)PITOT HEAT Pitot Heating SystemT&B Turn & Bank Indicator
ELECTRICAL:
ALT. AlternatorALT. CONT. Alternator ControlALT. PROT. Alternator ProtectionBATT. BatteryESSENTIAL TIE Bus InterconnectionMAIN TIE Bus InterconnectionMASTER CONTROL Master Control (avionic master switch, essential bus
switch, essential avionics relay, bus interconnectionrelay, avionics master relay)
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General DA 40 AFM
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Symmetric Instrument Panel (Circuit Breakers Bottom Side)
MAIN BUS:
ALT. AlternatorALT. CONT. Alternator ControlALT. PROT. Alternator ProtectionAV. BUS Avionic BusDG Directional GyroFAN/OAT Fan/Outside Air Temperature IndicatorFUEL PUMP Fuel PumpIGNITION IgnitionINST. Instrument LightsMAIN TIE Bus InterconnectionPOSITION Position LightsSTART StarterSTROBE Strobe Lights (Anti Collision Lights, ACLs)T & B Turn & Bank IndicatorTAXI/MAP Taxi Light/Map Light
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MAIN AV. BUS (Main Avionic Bus):
ADF Automatic Direction FinderAUDIO Audio Panel / IntercomAUTO PILOT AutopilotCOM2 Communication #2COM/NAV2 Communication / Navigation #2DME Distance Measuring EquipmentGPS2 Global Positioning System #2GPS/NAV2 Global Positioning System/Navigation #2STRIKE Strike FinderWx 500 StormscopeTAS Traffic Advisory System%
ESS. AV. BUS (Essential Avionic-Bus):
COM1 Communication #1COM/NAV1 Communication/Navigation #1GPS1 Global Positioning System #1GPS/NAV1 Global Positioning System/Navigation #1XPDR Transponder
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ESSENTIAL BUS:
ANNUN. Annunciator PanelBATT. BatteryESS. AV. Essential Avionic-BusESS TIE Bus InterconnectionFLAPS FlapsFLOOD Flood LightHORIZON Artificial Horizon (Attitude Gyro)INST. 1 Engine Instrument VM 1000LANDING Landing LightMASTER CONTROL Master Control (avionic master switch, essential bus
switch, essential avionics relay, bus interconnectionrelay, avionics master relay)
PITOT Pitot Heating System
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(g) Equipment
ELT: Emergency Locator Transmitter.
(h) Design Change Advisories
MÄM: Mandatory Design Change Advisory.
OÄM: Optional Design Change Advisory.
(i) Miscellaneous
ACG: Austro Control GmbH (formerly BAZ, Federal Office of Civil Aviation).
ATC: Air Traffic Control.
CFRP: Carbon Fiber Reinforced Plastic.
GFRP: Glass Fiber Reinforced Plastic.
JAR: Joint Aviation Requirements.
JC/VP: Joint Certification/Validation Procedure.
PCA: Primary Certification Authority.
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1.6 UNITS OF MEASUREMENT
1.6.1 CONVERSION FACTORS
Dimension SI-Units US Units Conversion
Length [mm] millimeters
[m] meters
[km] kilometers
[in] inches
[ft] feet
[NM] nauticalmiles
[mm] / 25.4 = [in]
[m] / 0.3048 = [ft]
[km] / 1.852 = [NM]
Volume [l] liters [US gal] US gallons
[qts] US quarts
[l] / 3.7854 = [US gal]
[l] / 0.9464 = [qts]
Speed [km/h] kilometersper hour
[m/s] meters persecond
[kts] knots
[mph] miles perhour
[fpm] feet perminute
[km/h] / 1.852 = [kts]
[km/h] / 1.609 = [mph]
[m/s] x 196.85 = [fpm]
Speed ofrotation
[RPM] revolutions per minute --
Mass [kg] kilograms [lb] pounds [kg] x 2.2046 = [lb]
Force,weight
[N] newtons [lbf] pounds force [N] x 0.2248 = [lbf]
Pressure [hPa] hecto-pascals
[mbar] millibars
[bar] bars
[inHg] inches ofmercury
[psi] pounds persquare inch
[hPa] = [mbar]
[hPa] / 33.86 = [inHg]
[bar] x 14.504 = [psi]
Temperature [°C] degreesCelsius
[°F] degreesFahrenheit
[°C]x1.8 + 32 = [°F]
([°F] - 32)/1.8 = [°C]
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DA 40 AFM General
Dimension SI-Units US Units Conversion
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 1 - 19
Intensity ofelectriccurrent
[A] ampères--
Electriccharge(batterycapacity)
[Ah] ampère-hours
--
Electricpotential
[V] volts --
Time [sec] seconds --
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1.6.2 CONVERSION CHART LITERS / US GALLONS
Liters US Gallons US Gallons Liters
5 1.3 1 3.8
10 2.6 2 7.6
15 4.0 4 15.1
20 5.3 6 22.7
25 6.6 8 30.3
30 7.9 10 37.9
35 9.2 12 45.4
40 10.6 14 53.0
45 11.9 16 60.6
50 13.2 18 68.1
60 15.9 20 75.7
70 18.5 22 83.3
80 21.1 24 90.9
90 23.8 26 98.4
100 26.4 28 106.0
110 29.1 30 113.6
120 31.7 32 121.1
130 34.3 34 128.7
140 37.0 36 136.3
150 39.6 38 143.8
160 42.3 40 151.4
170 44.9 45 170.3
180 47.6 50 189.3
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1.7 THREE-VIEW DRAWING
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1.8 SOURCE DOCUMENTATION
This Section lists documents, manuals and other literature that were used as sourcesfor the Airplane Flight Manual, and indicates the respective publisher. However, only theinformation given in the Airplane Flight Manual is valid.
1.8.1 ENGINE
Address: Textron Lycoming652 Oliver StreetWILLIAMSPORT, PA 17701USA
Phone: +1-570-323-6181
Webpage: www.lycoming.textron.comDocuments: a) Textron Lycoming Operator’s Manual, Aircraft Engines
60297-12 (Part No.)
b) Service Bulletins (SB)Service Instructions (SI); (e.g. SI 1014, SI 1070)Service Letters (SL); (e.g. SL114 (subscriptions))
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1.8.2 PROPELLER
Address: mt-PropellerAirport Straubing WallmühleD-94348 ATTINGGERMANY
Phone: +49-9429-9409-0E-mail: [email protected]: www.mt-propeller.de
Documents: E-124, Operation and Installation ManualHydraulically controlled variable pitch propellerMTV -5, -6, -9, -11, -12, -14, -15, -16, -21, -22, -25
1.8.3 ENGINE INSTRUMENTS
Address: VISION MICROSYSTEMS, INC.ADVANCED ELECTRONIC INSTRUMENTATION4071 Hannegan Road, Suite TBELLINGHAM, WA 98226USA
Phone: +1-360-714-8203
Documents: 5010002 REV F, VM 1000 Owner’s Manual
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1.8.4 IGNITION CONTROL UNIT
The electronic ignition control unit LASAR is optional equipment.
Address: UNISON Industries7575 Baymeadows WayJACKSONVILLE, FL 32256USA
Phone: +1-904-739-4066Webpage: www.unisonindustries.com
Documents: L-1502LASAR Installation, Operation, and Troubleshooting Manual
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CHAPTER 2OPERATING LIMITATIONS
Page
2.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22.2 AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32.3 AIRSPEED INDICATOR MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . 2-42.4 POWER-PLANT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52.5 ENGINE INSTRUMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . 2-72.6 WARNING, CAUTION AND STATUS LIGHTS . . . . . . . . . . . . . . . . . 2-92.7 MASS (WEIGHT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-112.8 CENTER OF GRAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-132.9 APPROVED MANEUVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-142.10 MANEUVERING LOAD FACTORS . . . . . . . . . . . . . . . . . . . . . . . . 2-162.11 OPERATING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-172.12 FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-172.13 KINDS OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-182.14 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-222.15 LIMITATION PLACARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-242.16 OTHER LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
2.16.1 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-322.16.2 BATTERY CHARGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-322.16.3 EMERGENCY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-322.16.4 OPERATION TIME OF ELECTRICAL EQUIPMENT . . . . . 2-322.16.5 DOOR LOCKING DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . 2-332.16.6 ELECTRONIC EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . 2-332.16.7 USE OF THE SUN VISORS . . . . . . . . . . . . . . . . . . . . . . . . 2-33'
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LimitationsDA 40 AFM
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2.1 INTRODUCTION
Chapter 2 of this Airplane Flight Manual includes operating limitations, instrumentmarkings, and placards necessary for safe operation of the airplane, its power-plant,standard systems and standard equipment.
The limitations included in this Chapter are approved.
WARNINGOperation of the airplane outside of the approved operatinglimitations is not permissible.
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2.2 AIRSPEED
Airspeed IAS Remarks
vA Maneuveringspeed
108 KIAS
(above 980 kg / 2161 lbup to 1150 kg / 2535 lb)
94 KIAS
(780 kg / 1720 lbup to 980 kg / 2161 lb)
If MÄM 40-227 is carried'out: '
111 KIAS'
(above 1036 kg /2284 lb'up to 1200 kg / 2646 lb)'
'
94 KIAS'
(780 kg / 1720 lb'up to 1036 kg / 2284 lb)'
Do not make full or abruptcontrol surface movementabove this speed.
vFE Max. flaps ex-tended speed
LDG: 91 KIAS
T/O: 108 KIAS
Do not exceed these speedswith the given flap setting.
vNO=vC
Max. structuralcruising speed
129 KIAS Do not exceed this speedexcept in smooth air, andthen only with caution.
vNE Never exceedspeed in smoothair
178 KIAS Do not exceed this speed inany operation.
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2.3 AIRSPEED INDICATOR MARKINGS
Marking IAS Significance
White arc 49 KIAS - 91 KIAS Operating range with flaps fully extended.
Green arc 52 KIAS - 129 KIAS Normal operating range.
Yellow arc 129 KIAS - 178 KIAS ‘Caution’ range - “Only in smooth air”.
Red line 178 KIAS Maximum speed for all operations - vNE.
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2.4 POWER-PLANT LIMITATIONS
a) Engine manufacturer : Textron Lycoming
b) Engine designation : IO-360 M1-A
c) RPM limitationsMax. take-off RPM : 2700 RPMMax. continuous RPM : 2400 RPM
d) Manifold pressure limitationsMaximum : FULL throttle
e) Oil pressureMinimum (IDLE) : 25 PSI / 1.72 barMaximum : 98 PSI / 6.76 barNormal operating range : 55 to 95 PSI / 3.8 to 6.55 bar
f) Oil quantityMinimum : 4 qtsMaximum : 8 qts
g) Oil temperatureMaximum : 245 °F (118 °C)
h) Fuel pressureMinimum : 14 PSI / 0.97 barMaximum : 35 PSI / 2.4 bar
i) Cylinder head temperatureMaximum : 500 °F (260 °C)
j) Propeller manufacturer : mt-Propeller
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k) Propeller designation : MTV-12-B/180-17 or MTV-12-B/180-17f
l) Propeller diameter : 1.80 m (+ 0 mm, - 50 mm) 5 ft 10.9 in (+ 0.0 in, - 2.0 in)
m) Propeller pitch angle (0.75 R) : 10.5° to 30°
n) Oil specification:
Airplane engine oil should be used which meets SAEJ1899 (MIL-L-22851) Standard(ashless dispersant type). During the first 50 hours of operation of a new or newlyoverhauled engine, or after replacement of a cylinder, airplane engine oil should be usedwhich meets SAEJ1966 (MIL-L-6082) Standard (straight mineral type). The viscosityshould be selected according to the recommendation given in the following table:
OAT atGround Level
During the first 50 hours:
SAEJ1966 / MIL-L-6082Mineral Oil
After 50 hours:
SAEJ1899 / MIL-L-22851Ashless Dispersant Oil
All temperatures --- SAE 15-W50, SAE 20-W50
above 80 °F(above 27 °C) SAE 60 SAE 60
above 60 °F(above 16 °C) SAE 50 SAE 40 or SAE 50
30 °F to 90 °F(-1 °C to 32 °C) SAE 40 SAE 40
0 °F to 90 °F(-18 °C to 32 °C) SAE 20-W50 SAE 20-W50 or SAE 15-W50
0 °F to 70 °F(-18 °C to 21 °C) SAE 30
SAE 30, SAE 40,or SAE 20-W40
below 10 °F(below -12 °C) SAE 20 SAE 30 or SAE 20-W30
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2.5 ENGINE INSTRUMENT MARKINGS
Engine instrument markings and their color code significance are shown in the table below:
NOTEWhen an indication lies in the upper or lower prohibited range,the numerical indication will begin flashing as well.
Indi-cation
Redarc/bar
=lower
prohibitedrange
Yellowarc/bar
=cautionrange
Greenarc/bar
=normal
operatingrange
Yellowarc/bar
=cautionrange
Redarc/bar
=upper
prohibitedrange
Manifoldpressure -- -- 13 - 30 inHg -- --
RPM -- -- 500 - 2400RPM2400 - 2700
RPMabove 2700
RPM
Oiltemp. -- -- 149 - 230 °F 231 - 245 °F above 245 °F
Cylinder headtemp.
-- -- 150 - 475 °F 476 - 500 °F above 500 °F
Oilpressure
below25 PSI 25 - 55 PSI 56 - 95 PSI 96 - 97 PSI above 97 PSI
Fuelpressure
below14 PSI -- 14 - 35 PSI -- above 35 PSI
Fuelflow -- --
1 - 20US gal/hr --
above 20US gal/hr
Voltage below24.1 V 24.1 - 25 V 25.1 - 30 V 30.1 - 32 V above 32 V
Ammeter -- -- 2 - 75 A -- --
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Operating
LimitationsDA 40 AFM
Indi-cation
Redarc/bar
=lower
prohibitedrange
Yellowarc/bar
=cautionrange
Greenarc/bar
=normal
operatingrange
Yellowarc/bar
=cautionrange
Redarc/bar
=upper
prohibitedrange
Page 2 - 8 Rev. 8 01-Dec-2010 EASAapproved Doc. # 6.01.01-E
Fuelquantity,StandardTank
0 US gal --0 - 15 US gal1
0 - 17 US gal2-- --
Fuelquantity,LongRangeTank
0 US gal --0 - 16 US gal
+ 0 - 9 US gal3
-- --
1 up to and including serial number 40.0542 serial number 40.055 and subsequent3 numerical indication of the additional (auxiliary) fuel quantity, for a total fuel quantity
on one side in the range between 16 and 25 US gal
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2.6 WARNING, CAUTION AND STATUS LIGHTS
The following tables show the color and significance of the warning, caution and statuslights on the annunciator panel. There are two variants of the annunciator panel, 'DAI'and 'White Wire' (see Section 7.11).
NOTESection 7.11 includes a detailed description of the lights onthe annunciator panel.
Color and Significance of the Warning Lights (Red)
Warning Lights (Red)CauseVariant
'DAI'Variant
'White Wire' Meaning
OIL PR OIL PRESS Oil pressure Oil pressure below 25 PSI
FUEL PR FUEL PRESS Fuel pressure Fuel pressure below 14 PSI
ALT ALTERNATOR Alternator(Generator) Alternator failure
START START Starter
Operation of starter, or failureof the starter motor todisengage from the engine afterstarting
DOOR DOORS DoorsFront canopy and/or rear doornot completely closed andlocked
TRIM FAIL Trim failureFailure in the automatic trimsystem of the autopilot (ifinstalled)
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Color and Significance of the Caution Lights (Amber)
Caution Lights (Amber)CauseVariant
'DAI'Variant
'White Wire' Meaning
L FUEL Fuel quantityleft tankFuel quantity in the left tankless than 3 US gal (±1 US gal)
R FUEL Fuel quantityright tankFuel quantity in the right tankless than 3 US gal (±1 US gal)
LOW FUEL Fuel quantity
1st caution:
fuel quantity in one tank lessthan 3 US gal (±1 US gal)
2nd caution:
fuel quantity in second tankless than 3 US gal (±1 US gal)
VOLT LOW VOLTS Voltage On-board voltage below 24 V
PITOT PITOT Pitot heatingPitot heating not switched ON,or fault in the Pitot heatingsystem
Color and Significance of the Status Light (White)
Status Light (White)CauseVariant
'DAI'Variant
'White Wire' Meaning
IGN IGNITION Ignition Electronic ignition control unit(if installed) not in operation
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2.7 MASS (WEIGHT)
Maximum take-off mass (Normal Category) : 1150 kg 2535 lbif MÄM 40-227 is carried out : 1200 kg 2646 lb'
Maximum take-off mass (Utility Category) : 980 kg 2161 lb
Maximum landing mass Original MLG strut : 1092 kg 2407 lbModified MLG strut (MÄM 40-123/e or OÄM 40-283) : 1150 kg 2535 lb'
Maximum zero fuel mass : 1150 kg 2535 lb'
Max. load in standard baggage compartment : 30 kg 66 lbMax. load in baggage tube : 5 kg 11 lb
Max. load in extended baggage compartment (OÄM 40-163)Max. load in forward part : 45 kg 100 lbMax. load in aft part : 18 kg 40 lbMax. total load forward + aft : 45 kg 100 lb
Max. surface load for baggage compartments : 75 kg/m² 15.3 lb/ft²
WARNINGExceeding the mass limits will lead to an overstressing of theairplane as well as to a degradation of flight characteristicsand flight performance.
NOTEThe maximum landing mass is the highest mass for landingconditions at the maximum descent velocity. This velocity wasused in the strength calculations to determine the landing gearloads during a particularly hard landing.
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NOTEIn some countries the beginning of a flight is defined bystarting the engine. In those countries a maximum ramp mass4 kg (9 lb) above the maximum take-off mass is approved.'At the time of lift-off the maximum permitted take-off massmust not be exceeded.
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2.8 CENTER OF GRAVITY
Datum Plane
The Datum Plane (DP) is a plane which is normal to the airplane’s longitudinal axis andin front of the airplane as seen from the direction of flight. The airplane’s longitudinal axisis parallel with the upper surface of a 600:31 wedge which is placed on top of the rearfuselage in front of the vertical stabilizer. When the upper surface of the wedge is alignedhorizontally, the Datum Plane is vertical. The Datum Plane is located 2.194 meters(86.38 in) forward of the most forward point of the root rib on the stub wing.
Center of Gravity Limitations
The center of gravity (CG) for flight conditions must lie between the following limits:
Most forward CG:
2.40 m (94.5 in) aft of DP from 780 kg to 980 kg (1720 lb to 2161 lb)2.46 m (96.9 in) aft of DP at 1150 kg (2535 lb)linear variation between these values
If MÄM 40-227 is carried out:'
2.40 m (94.5 in) aft of DP from 780 kg to 980 kg (1720 lb to 2161 lb)'2.48 m (97.6 in) aft of DP at 1200 kg (2646 lb)'linear variation between these values'
Most rearward CG:
a) Standard Tank : 2.59 m (102.0 in) aft of DPb) Long Range Tank : 2.55 m (100.4 in) aft of DP
WARNINGExceeding the center of gravity limitations reduces thecontrollability and stability of the airplane.
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2.9 APPROVED MANEUVERS
The airplane is certified in the Normal Category and in the Utility Category in accordancewith JAR-23.
Approved Maneuvers
a) Normal Category:
1) All normal flight maneuvers;
2) Stalling (with the exception of dynamic stalling); and
3) Lazy Eights, Chandelles, as well as steep turns and similar maneuvers, inwhich an angle of bank of not more than 60° is attained.
CAUTIONAerobatics, spinning, and flight maneuvers with more than60° of bank are not permitted in the Normal Category.
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b) Utility Category:
1) All normal flight maneuvers;
2) Stalling (with the exception of dynamic stalling); and
3) Lazy Eights, Chandelles, as well as steep turns and similar maneuvers, inwhich an angle of bank of not more than 90° is attained.
CAUTIONAerobatics, spinning, and flight maneuvers with more than90° of bank are not permitted in the Utility Category.
CAUTIONThe accuracy of the attitude gyro (artificial horizon) and thedirectional gyro is affected by the maneuvers approved underitem 3 if the bank angle exceeds 60°. Such maneuvers maytherefore only be flown when the above mentionedinstruments are not required for the present kind of operation.
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2.10 MANEUVERING LOAD FACTORS
Table of maximum structural load factors:
Normal Category
at vA at vNEWith Flaps in T/Oor LDG Position
Positive 3.8 3.8 2.0
Negative -1.52 0
Utility Category
at vA at vNEWith Flaps in T/Oor LDG Position
Positive 4.4 4.4 2.0
Negative -1.76 -1
WARNINGExceeding the maximum load factors will lead to anoverstressing of the airplane.
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2.11 OPERATING ALTITUDE
The maximum demonstrated operating altitude is 16,400 ft (5,000 m).
The maximum approved operating altitude for US registered airplanes is 14,000 ft MSLunless an approved supplemental oxygen system is installed.
2.12 FLIGHT CREW
Minimum crew number : 1 (one person)
Maximum number of occupants:
Normal Category : 4 (four persons)
Utility Category : 2 (two persons), both of whom must sit in front
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2.13 KINDS OF OPERATION
Provided that national operational requirements are met, the following kinds of operationare approved:
* Daytime flights according to Visual Flight Rules (VFR).
* With the appropriate equipment: night flights according to Visual Flight Rules(NVFR).
* With the appropriate equipment: flights according to Instrument Flight Rules(IFR).
Flights into known or forecast icing conditions are prohibited.
Flights into known thunderstorms are prohibited.
Minimum Operational Equipment (Serviceable)
The following table lists the minimum serviceable equipment required by JAR-23. Additionalminimum equipment for the intended operation may be required by national operatingrules and also depends on the route to be flown.
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Minimum Operational Equipment (Serviceable)
For DaytimeVFR Flights
In Additionfor Night VFR Flights
In additionfor IFR Flights
Flight andNaviga-tionInstru-ments
* Airspeedindicator
* Altimeter
* Magneticcompass
* Vertical speed indicator (VSI)
* Attitude gyro (artificial horizon)
* Turn & bank indicator
* Directional gyro
* OAT indicator
* Chronometer with indication ofhours, minutes, and seconds
* VHF radio (COM) with speakerand microphone
* VOR receiver
* Transponder (XPDR),Mode A and Mode C
* 1 headset
* Second VHFradio (COM)
* VOR-LOC-GP receiver
* Markerbeaconreceiver
EngineInstru-ments
* Fuel indicators
* Integratedengineinstrument
* Annunciatorpanel (alllights, see 2.6)
* Ammeter (included in VM 1000)
* Voltmeter (included inVM 1000)
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Minimum Operational Equipment (Serviceable)
For DaytimeVFR Flights
In Additionfor Night VFR Flights
In additionfor IFR Flights
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Lighting * Position lights
* Strobe lights (anti collisionlights)
* Landing light
* Instrument lighting
* Flood light
* Flashlight
OtherOpera-tionalMinimumEquip-ment
* Stall warningsystem
* Fuel quantitymeasuringdevice (see7.10)
* Safety belts foreach occupiedseat
* Airplane flightmanual
* Pitot heating system
* Alternate static valve
* Essential bus
* Emergencybattery
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NOTEA list of approved equipment can be found in Chapter 6.
NOTEFor the upgrade of an airplane for Night VFR or IFR operationit is not sufficient to install the required equipment. The retrofitmust be carried out in accordance with the requirements ofthe manufacturer (see Service Bulletins) and the nationalAirworthiness Authority. Any additional equipment (equipmentwhich is not listed in the Equipment List in Section 6.5) mustalso be approved for the intended kind of operation by thenational Airworthiness Authority.
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2.14 FUEL
Fuel Grade AVGAS 100LL / AVGAS 100/130LL (ASTM D910)'
AVGAS 100 / AVGAS 100/130 (ASTM D910)'Fuel Quantity
a) Standard Tank:
Total fuel quantity : 2 x 20.6 US gal (app. 2 x 78 liter)
Unusable fuel : 2 x 0.5 US gal (app. 2 x 2 liter)
Max. indicated fuel quantity:up to and incl. serial no. 40.054 : 15 US gal (app. 57 liter) per tankserial no. 40.055 & subsequent : 17 US gal (app. 64 liter) per tank
Max. permissible differencebetween right and left tank : 10 US gal (app. 38 liter)
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b) Long Range Tank (if installed):
Total fuel quantity : 2 x 25.5 US gal (app. 2 x 96.5 liter)
Unusable fuel : 2 x 0.5 US gal (app. 2 x 2 liter)
Max. indicated fuel quantity : 16 US gal (app. 61 liter) per tank
Indicated quantity auxiliary fuel tank : 0 to 9 US gal (app. 0 to 34 liter) per tank
Max. permissible differencebetween right and left tank : 8 US gal (app. 30 liter)
CAUTIONIf a fuel indicator shows 16 US gal and the aux. fuel indicatorreads 0 US gal on the same side, then 19 US gal must beassumed for the calculation of the difference between rightand left tank.
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2.15 LIMITATION PLACARDS
All limitation placards are shown below. A list of all placards is included in the AirplaneMaintenance Manual (Doc. No. 6.02.01), Chapter 11.
On the Instrument Panel:
If MÄM 40-227 is not carried out:'
Maneuvering speed:
vA = 108 KIAS (above 980 up to 1150 kg / above 2161 up to 2535 lb)vA = 94 KIAS (780 to 980 kg / 1720 to 2161 lb)
This airplane may only be operated in accordance with the Airplane FlightManual. It can be operated in the “Normal” and “Utility” categories in non-icing conditions. Provided that national operational requirements are metand the appropriate equipment is installed, this airplane is approved for thefollowing kinds of operation: day VFR, night VFR and IFR. All aerobaticmaneuvers including spinning are prohibited.
For further operational limitations refer to the Airplane Flight Manual.
No smoking.
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AVGAS 100LL
76 l / 20 US gal.
AVGAS 100LL94 l / 25 US gal.
If MÄM 40-227 is carried out:
Maneuvering Speed:vA = 111 KIAS (above 1036 up to 1200 kg, above 2284 up to 2646 lb)vA = 94 KIAS (780 to 1036 kg, 1720 to 2284 lb)The airplane may only be operated in accordance with the AirplaneFlight Manual. It can be operated in the „Normal“ and the „Utility“categories in non-icing conditions. Provided that national operationalrequirements are met and the appropriate equipment is installed, thisairplane is approved for the following kinds of operation: day VFR,night VFR and IFR. All aerobatic maneuvers including spinning areprohibited.
For further operational limitations refer to the Airplane Flight Manual.
No smoking.
Next to Each of the Two Fuel Filler Necks:
a) Standard Tank:'
If MÄM 40-617 is installed:'
'
'
'
'
b) Long Range Tank (if installed):'
If MÄM 40-617 is installed:'
'
'
'
'
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max. indicated fuel quantity: 15 US galleft and right tank max. 10 US gal difference
For use of max. tank capacity see AFM
max. indicated fuel quantity: 17 US galleft and right tank max. 10 US gal difference
For use of max. tank capacity see AFM
Fuel qty. indication: 16 + 9 US galmax. difference LH/RH tank: 8 US gal
AUX FUEL QTY switch for LH/RH auxiliary fuel quantityNOTE: See AFM for more information on AUX FUEL
Next to the Fuel Quantity Indication:
a) Standard Tank:
Up to serial number 40.054:
Serial number 40.055 and subsequent:
b) Long Range Tank (if installed):
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On the Fuel Tank Selector:
a) Standard Tank:
b) Long Range Tank (if installed):
Fue l
S e l e c t o r
LEFT
OF
F
25 US gal. 25 US gal.94 l 94 l
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max.108 KIAS
max. 91 KIAS
Ess. Bus NOT for normal operation. See AFM.
In the Cowling, on the Door for the Oil Filler Neck:
OIL 1 qt = 0.95 litersSAE 15W50
ashless dispersant aviationgrade oil (SAE Standard J-1899)
or see AFM Chapter 2
VFR Min./Max.: 4/8 qtsIFR Min./Max.: 6/8 qts
Next to the Flap Selector Switch:
Next to the Essential Bus Switch (if installed):
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66 lbs30 kg /max.
In the Cockpit, on the Left Fuselage Sidewall:(if alternate static valve is installed):
Next to the Baggage Compartment:
a) Standard Baggage Compartment:
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AFT BAGGAGECOMPARTMENTMAX. 18 kg [40 lb]ARM: 4.54 m [178.7"]
FORWARD BAGGAGECOMPARTMENT
MAX. 45 kg [100 lb]ARM: 3.89 m [153.1"]
MAX. BAGGAGE TOTAL 45 kg [100 lb]MAX. SURFACE LOAD: 75 kg/m² [15 lb/sq.ft.]CAUTION: OBSERVE WEIGHT AND BALANCE LIMITATIONS SEE AIRPLANE FLIGHT MANUAL CHAPTER 6
b) Extended Baggage Compartment (OÄM 40-163, if installed):
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Beside the Door Locking Device (OÄM 40-081, if installed):
Above the NAV #2 CDI (OÄM 40-206, if installed):
NAV No. 2 not approvedfor precision approaches
EMERGENCY EXIT:The keylock must beunlocked during flight!
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2.16 OTHER LIMITATIONS
2.16.1 TEMPERATURE
The airplane may only be operated when its temperature prior to operation is not less'than -40 °C (-40 °F) and not higher than 54 °C (129 °F).'
CAUTIONFor cold weather starting of the engine refer to the latestinstructions given by the engine manufacturer.
2.16.2 BATTERY CHARGE
Taking off for a Night VFR or IFR flight with an empty battery is not permitted.
The use of an external power supply for engine starting with an empty airplane batteryis not permitted if the subsequent flight is intended to be an IFR flight. In this case theairplane battery must first be charged.
2.16.3 EMERGENCY SWITCH
IFR flights are not permitted when the seal on the emergency switch is broken.
2.16.4 OPERATION TIME OF ELECTRICAL EQUIPMENT
Following an alternator failure and with the essential bus (if installed) switched ON, it canbe expected that the systems listed under 3.7.2 - FAILURES IN THE ELECTRICALSYSTEM are supplied with power for half an hour. After this, electrical power is available
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for the attitude gyro (artificial horizon) and flood light for another 1.5 hours when theemergency power pack (if installed) is used.
2.16.5 DOOR LOCKING DEVICE
The canopy and the passenger door must not be blocked by the door locking device duringoperation of the airplane.
2.16.6 ELECTRONIC EQUIPMENT
The use and switching on of electronic equipment other than that which is part of theequipment of the airplane is not permitted, as it could lead to interference with theairplane’s avionics.
Examples of undesirable items of equipment are:
- Mobile telephones.
- Remote radio controls.
- Video screens employing CRTs.
- MiniDisc recorders when in the record mode.
This list is not exhaustive.
The use of laptop computers, including those with CD-ROM drives, CD and minidiscplayers in the replay mode, cassette players and video cameras is permitted. All thisequipment however should be switched off for take-off and landing.
2.16.7 USE OF THE SUN VISORS'
The sun visors (if installed, OÄM 40-327) may only be used during cruise. During all other'phases of flight the sun visors must be locked in the fully upward position.'
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CHAPTER 3EMERGENCY PROCEDURES
Page
3.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33.1.2 CERTAIN AIRSPEEDS IN EMERGENCIES . . . . . . . . . . . . . . 3-4
3.2 ENGINE PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53.2.1 ENGINE PROBLEMS ON THE GROUND . . . . . . . . . . . . . . . 3-53.2.2 ENGINE PROBLEMS DURING TAKE-OFF . . . . . . . . . . . . . . 3-63.2.3 ENGINE PROBLEMS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . 3-83.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-173.2.5 DEFECTIVE ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . 3-183.2.6 RESTARTING THE ENGINE WITH STATIONARY PROPELLER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-203.3 SMOKE AND FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3.3.1 SMOKE AND FIRE ON THE GROUND . . . . . . . . . . . . . . . . 3-223.3.2 SMOKE AND FIRE DURING TAKE-OFF . . . . . . . . . . . . . . . 3-243.3.3 SMOKE AND FIRE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . 3-26
3.4 GLIDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-283.5 EMERGENCY LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.5.1 EMERGENCY LANDING WITH ENGINE OFF . . . . . . . . . . . 3-293.5.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-313.5.3 LANDING WITH DEFECTIVE BRAKES . . . . . . . . . . . . . . . . 3-32
3.6 RECOVERY FROM AN UNINTENTIONAL SPIN . . . . . . . . . . . . . . 3-33
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3.7 OTHER EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-343.7.1 ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-343.7.2 FAILURES IN THE ELECTRICAL SYSTEM . . . . . . . . . . . . 3-353.7.3 SUSPICION OF CARBON MONOXIDE CONTAMINATION IN THE
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-393.7.4 'DOOR'-WARNING LIGHT ON . . . . . . . . . . . . . . . . . . . . . . 3-403.7.5 EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
NOTEProcedures for uncritical system faults are given in Chapter4B - ABNORMAL OPERATING PROCEDURES.
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3.1 INTRODUCTION
3.1.1 GENERAL
This Chapter contains checklists as well as the description of recommended proceduresto be followed in the event of an emergency. Engine failure or other airplane-relatedemergencies are most unlikely to occur if the prescribed procedures for pre-flight checksand airplane maintenance are followed.
If, nonetheless, an emergency does arise, the guidelines given here should be followedand applied in order to clear the problem.
As it is impossible to foresee all kinds of emergencies and cover them in this AirplaneFlight Manual, a thorough understanding of the airplane by the pilot is, in addition to hisknowledge and experience, an essential factor in the solution of any problems which mayarise.
WARNINGIn each emergency, control over the flight attitude and thepreparation of a possible emergency landing have priorityover attempts to solve the current problem ("first fly theaircraft"). Prior to the flight the pilot must consider thesuitability of the terrain for an emergency landing for eachphase of the flight. For a safe flight the pilot must constantlykeep a safe minimum flight altitude. Solutions for variousadverse scenarios should be thought over in advance. Thusit should be guaranteed that the pilot is at no time shockedby an engine failure and that he can act calmly and withdetermination.
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3.1.2 CERTAIN AIRSPEEDS IN EMERGENCIES
Flight Mass
Event
850 kg
1874 lb
1000 kg
2205 lb
1150 kg
2535 lb1200 kg%2646 lb%
Engine failure after take-off
(Flaps T/O)59 KIAS 66 KIAS 72 KIAS 74 KIAS%
Airspeed for best glide angle
(Flaps UP)60 KIAS 68 KIAS 73 KIAS 76 KIAS%
Emergencylanding withengine off
Flaps UP 60 KIAS 68 KIAS 73 KIAS 76 KIAS%
Flaps T/O 59 KIAS 66 KIAS 72 KIAS 74 KIAS%
Flaps LDG 58 KIAS 63 KIAS 71 KIAS 73 KIAS%
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3.2 ENGINE PROBLEMS
3.2.1 ENGINE PROBLEMS ON THE GROUND
1. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required3. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . switch off, if considered
necessary; otherwiseestablish the cause of theproblem and re-establishengine performance
CAUTIONIf the oil pressure is below the green sector, the engine mustbe switched off immediately.
WARNINGIf the problem cannot be cleared, the airplane must not beflown.
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3.2.2 ENGINE PROBLEMS DURING TAKE-OFF
(a) Take-Off Can Still Be Aborted (Sufficient Runway Length Available)%
Land Straight Ahead:
1. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
On the Ground:
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
CAUTIONIf sufficient time is remaining, the risk of fire in the event ofa collision can be reduced as follows:
- Fuel tank selector . . . . . . . . . . . . OFF- Mixture control lever . . . . . . . . . . . LEAN - shut engine off- Ignition switch . . . . . . . . . . . . . . . OFF- Master switch (ALT/BAT) . . . . . . OFF%
CONTINUED
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(b) Take-Off Can No Longer Be Aborted%
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 KIAS (1200 kg, 2646 lb)%72 KIAS (1150 kg, 2535 lb)66 KIAS (1000 kg, 2205 lb)59 KIAS (850 kg, 1874 lb)
WARNINGIf, in the event of an engine problem occurring during take-off,the take-off can no longer be aborted and a safe height has%not been reached, then a straight-ahead emergency landingshould be carried out. Turning back can be fatal.
If Time Allows:
2. Fuel tank selector . . . . . . . . . . . . . . . . . . . . check selected tank3. Electrical fuel pump . . . . . . . . . . . . . . . . . . . check ON4. Ignition switch . . . . . . . . . . . . . . . . . . . . . . . check BOTH5. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . check MAX PWR6. RPM lever . . . . . . . . . . . . . . . . . . . . . . . . . . check HIGH RPM7. Mixture control lever . . . . . . . . . . . . . . . . . . check RICH (leaner above
5000 ft)
8. Alternate Air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
WARNINGIf the problem does not clear itself immediately, and theengine is no longer producing sufficient power, then anemergency landing must be carried out.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 8 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
3.2.3 ENGINE PROBLEMS IN FLIGHT
(a) Engine Running Roughly
WARNINGAn engine which is running very roughly can lead to the lossof the propeller. If the engine is running roughly operation%should only be continued if there is no other alternative.%
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 KIAS (1200 kg, 2646 lb)%73 KIAS (1150 kg, 2535 lb)68 KIAS (1000 kg, 2205 lb)60 KIAS (850 kg, 1874 lb)
2. Electrical fuel pump . . . . . . . . . . . . . . . . . . . check ON3. Fuel tank selector . . . . . . . . . . . . . . . . . . . . check selected tank4. Engine instruments . . . . . . . . . . . . . . . . . . . check5. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check6. RPM lever . . . . . . . . . . . . . . . . . . . . . . . . . . check7. Mixture control lever . . . . . . . . . . . . . . . . . . set for smooth running8. Alternate Air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN9. Ignition status light . . . . . . . . . . . . . . . . . . . . check (only if the electronic
ignition control unit isinstalled)
10. Ignition switch . . . . . . . . . . . . . . . . . . . . . . . check BOTH
CONTINUED
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 9
11. Ignition circuit breaker (IGN) . . . . . . . . . . . . pull (only if the electronicignition control unit isinstalled); if rough running iscleared by doing this, thecircuit breaker shouldremain open
12. Throttle/RPM/Mixture . . . . . . . . . . . . . . . . . try various settings
WARNINGIf the problem does not clear itself immediately, and theengine is no longer producing sufficient power, then anemergency landing should be carried out.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 10 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
(b) Loss of Oil Pressure
1. Check oil pressure warning light and oil pressure indicator.
2. Check oil temperature.
2a. If the oil pressure indication drops below the green sector and the oil temperatureis normal (oil pressure warning light does not illuminate or flash):
* Monitor the oil pressure warning light: it is probable that the oil pressureindication is defective.
* Monitor the oil and cylinder head temperatures.
2b. If the oil pressure indication drops below the green sector while the oil or cylinderhead temperature is rising, or
If the oil pressure warning light illuminates or flashes, or
If both of these occur together:
* Reduce engine power to the minimum required.
* Land as soon as possible.
* Be prepared for engine failure and emergency landing.
2c. Oil pressure tending to zero combined with:
Vibration, loss of oil, possibly unusual metallic noise and smoke:
* A mechanical failure in the engine is apparent.
* Shut off engine immediately and
* Carry out emergency landing in accordance with 3.5.1 - EMERGENCYLANDING WITH ENGINE OFF.
END OF CHECKLIST
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 11
(c) High Oil Pressure
Check oil temperature.
* If the oil temperature is normal, it is probable that the fault lies in the oilpressure indication, which should thus be ignored (the airplane should beserviced).
END OF CHECKLIST
(d) High Oil Temperature
Check cylinder head and exhaust gas temperature.
* If neither of these is high, it is probable that the fault lies in the oil temperatureindication. The airplane should be serviced. A stable oil temperatureindication of 26 °F (-3 °C) or 317 °F (158 °C) suggests a failure of the oil%temperature sensor.
* If the cylinder head temperature or exhaust gas temperature is also high:
- Check oil pressure. If the oil pressure is low, proceed as in 3.2.3 (b) -LOSS OF OIL PRESSURE.
- If the oil pressure is in the green sector:
- Check mixture setting, enrich mixture if necessary.
- Reduce power; if this produces no improvement, land at the nearestappropriate airfield.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 12 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
(e) High Cylinder Head Temperature
Cylinder head temperature in yellow sector or above:
1. Check mixture setting, enrich mixture if necessary.2. Check oil temperature.
* If the oil temperature is also high:
- Check oil pressure. If the oil pressure is low, proceed as in 3.2.3 (b) -LOSS OF OIL PRESSURE.
- If the oil pressure is in the green sector:
- Reduce power; if this produces no improvement, land at the nearestappropriate airfield.
- Be prepared for possible emergency landing.
END OF CHECKLIST
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 13
(f) High RPM
RPM moves on its own into the yellow sector, or is in the red sector:
1. Check friction adjuster for throttle quadrant.2. Check oil pressure: Following a loss of oil or oil pressure, the propeller
governor sets a high RPM. In this case the RPM should be regulated usingthe throttle. Proceed as in 3.2.3 (b) - LOSS OF OIL PRESSURE.
3. If oil pressure is normal:
* Pull RPM lever back and listen for an associated drop in RPM:
- If the indication does not change in spite of an audible drop in RPM, itis probable that the RPM indication is defective, which should thus beignored (the airplane should be serviced).
- If there is no audible drop in RPM, it is probable that the governor systemis defective. In this case the RPM should be regulated using the throttle.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 14 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
(g) Loss of RPM
1. Electrical fuel pump . . . . . . . . . . . . . . . . . . . check ON2. Fuel tank selector . . . . . . . . . . . . . . . . . . . . check3. Friction adjuster for throttle quadrant . . . . . . check sufficiently tight4. RPM lever . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH RPM
* Listen for rise in RPM.
- If there is no audible rise in RPM, it is probable that the governor systemis defective. In this case the RPM can be regulated within certain limitsusing the throttle.
- Land at the nearest appropriate airfield.- Be prepared for possible emergency landing.
- If the indication does not change in spite of an audible rise in RPM, it isprobable that the RPM indication is defective, which should thus beignored (the airplane should be serviced).
END OF CHECKLIST
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 15
(h) High Fuel Flow
Fuel flow in the red sector:
1. Electrical fuel pump . . . . . . . . . . . . . . . . . . . ON2. Fuel pressure . . . . . . . . . . . . . . . . . . . . . . . check after 10 - 15 sec:
* If the fuel pressure is low, refer to 3.2.3 (i) - LOW FUEL PRESSURE WITHTHE ELECTRICAL FUEL PUMP SET TO ON.
* If the fuel pressure is in the green sector, or the fuel pressure warning lightis not illuminated, the likely cause is a defective fuel flow indication, whichshould thus be ignored (the airplane should be serviced). Fuel flow datashould be taken from the engine performance table in Chapter 5.
3. Check fuel quantity. A rapid reduction in fuel quantity confirms a high fuelflow.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 16 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
(i) Low Fuel Pressure with the Electrical Fuel Pump Set to ON
Fuel pressure warning light illuminates, or fuel pressure indication below the green sector:
1. Fuel flow . . . . . . . . . . . . . . . . . . . . . . . . . . . check:
* If the fuel flow is high, there is possibly a leak (between the injection systemand the injectors). Land on the nearest suitable airfield.
* If the fuel flow is in the green sector and the engine is running smoothly, thelikely cause is a defective fuel pressure indication, which should thus beignored (the airplane should be serviced).
Monitor engine for power loss and rough operation that could indicate fuelstarvation. If the engine is no longer producing sufficient power, then anemergency landing should be carried out.
END OF CHECKLIST
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 17
3.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER
NOTERestarting the engine is possible at all airspeeds above70 KIAS up to vNE and up to the maximum demonstratedoperating altitude.
NOTEAs long as an airspeed of at least 65 KIAS is maintained, andthere is no major engine failure, the propeller will continueto windmill.
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS2. Fuel tank selector . . . . . . . . . . . . . . . . . . . . fullest tank3. Ignition switch . . . . . . . . . . . . . . . . . . . . . . . check BOTH4. Mixture control lever . . . . . . . . . . . . . . . . . . check appropriate position5. Electrical fuel pump . . . . . . . . . . . . . . . . . . . check ON6. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
If Engine Does Not Start:
7. Mixture control lever . . . . . . . . . . . . . . . . . . LEAN8. Mixture control lever . . . . . . . . . . . . . . . . . . push forward slowly until
engine starts
NOTEIf it is not possible to start the engine:- Adopt glide configuration as in 3.4 - GLIDING.- Carry out emergency landing as in 3.5.1 - EMERGENCY
LANDING WITH ENGINE OFF.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 18 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
3.2.5 DEFECTIVE ENGINE CONTROLS
Defective Mixture Control Cable
(a) Flight and Landing:
1. Maintain altitude to the nearest airfield.2. During descent, test the reaction of the engine to a higher power setting. A
lean mixture can lead to engine roughness and a loss of power. Thelanding approach must be planned accordingly.
WARNINGGo-around may become impossible with the remaining power.
(b) Engine Shut-Down:
1. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . set2. Engine instruments . . . . . . . . . . . . . . . . . . . check3. Avionics master switch . . . . . . . . . . . . . . . . . OFF4. All electrical equipment . . . . . . . . . . . . . . . . OFF5. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE6. Ignition switch . . . . . . . . . . . . . . . . . . . . . . . OFF7. Master switch (ALT/BAT) . . . . . . . . . . . . . . OFF%
END OF CHECKLIST
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Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 19
Defective Throttle Control Cable
(a) Sufficient Engine Power Available to Continue Flight:
1. Approach nearest airfield, control engine power with RPM lever.2. Perform landing with shut-down engine.
(b) No Sufficient Engine Power Available to Continue Flight:
1. Carry out emergency landing as in 3.5.1 - EMERGENCY LANDING WITHENGINE OFF.
END OF CHECKLIST
Defective RPM Lever Control Cable
(a) Sufficient Engine Power Available to Continue Flight:
1. Approach nearest airfield, control engine power with throttle.2. Perform normal landing.
WARNINGGo-around may become impossible with the remaining power.
(b) No Sufficient Engine Power Available to Continue Flight:
1. Carry out emergency landing as in 3.5.1 - EMERGENCY LANDING WITHENGINE OFF.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 20 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
3.2.6 RESTARTING THE ENGINE WITH STATIONARY PROPELLER
NOTERestarting the engine is possible at all airspeeds above80 KIAS up to vNE and up to the maximum demonstratedoperating altitude.
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS2. Electrical equipment . . . . . . . . . . . . . . . . . . . OFF3. Avionics master switch . . . . . . . . . . . . . . . . . OFF4. Master switch (BAT) . . . . . . . . . . . . . . . . . . check ON5. Mixture control lever . . . . . . . . . . . . . . . . . . check6. Fuel tank selector . . . . . . . . . . . . . . . . . . . . check7. Electrical fuel pump . . . . . . . . . . . . . . . . . . . check ON8. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN9. Ignition switch . . . . . . . . . . . . . . . . . . . . . . . START
NOTEBy increasing the airspeed above approximately 130 KIAS,the propeller will begin to rotate and the engine can thus bestarted. For this, the Ignition switch should be set at BOTH(see 3.2.4 - RESTARTING THE ENGINE WITHWINDMILLING PROPELLER). An altitude loss of at least1000 ft (300 meter) must be allowed for.
if it is not possible to start the engine:
- Adopt glide configuration as in 3.4 - GLIDING- Carry out emergency landing as in 3.5.1 - EMERGENCY
LANDING WITH ENGINE OFF.
CONTINUED
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 21
CAUTIONEngine restart following an engine fire should only beattempted if it is unlikely that a safe emergency landing canbe made. It must be expected that engine restart is impossibleafter an engine fire.
END OF CHECKLIST
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Emergency
ProceduresDA 40 AFM
Page 3 - 22 Rev. 8 01-Dec-2010 Doc. # 6.01.01-E
3.3 SMOKE AND FIRE
3.3.1 SMOKE AND FIRE ON THE GROUND
(a) Engine Fire When Starting on the Ground
1. Fuel tank selector . . . . . . . . . . . . . . . . . . . . OFF2. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF3. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply
After Standstill:
4. Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX PWR5. Master switch (ALT/BAT) . . . . . . . . . . . . . . . OFF%
When the Engine Has Stopped:
6. Ignition switch . . . . . . . . . . . . . . . . . . . . . . . OFF7. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . open8. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST
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DA 40 AFMEmergency
Procedures
Doc. # 6.01.01-E Rev. 8 01-Dec-2010 Page 3 - 23
(b) Electrical Fire with Smoke on the Ground
1. Master switch (ALT/BAT) . . . . . . . . . . . . . . . OFF%
If the Engine is Running:
